### Objective Develop an understanding to interpret, apply, and brief various types of charted instrument approach procedures. ### Resources - [Instrument Approaches in the Greater San Francisco Bay Area](https://sites.google.com/coyotehillconsulting.com/cfiwes/library/instrument-approaches) by [[Wes Irish]] - [[IRA.E Sample Instrument Approach Circuits for Bay Area]] > [!tip] Pre-Lesson Reading/Homework here: [[~ IRA Pre-Lesson Reading]] ### Builds On - [[IRA1.6 Holding Patterns and Entries]] - [[IRA2.1 Charts and Approach Plates]] ### Schedule Ground 1.5 hr, Sim 1.5 hr ### Lesson Elements > [!tip] [KSCK ILS or LOC 29R](https://cfijack.com/latest-plate-redirect/?plate=00407IL29R.PDF) and [KSCK RNAV 11L](https://cfijack.com/latest-plate-redirect/?plate=00407R11L.PDF), in that order, are good for introducing key ideas from this lesson 1. Precision vs. APV vs. Non-Precision 1. Precision 1. [[ILS]] 2. [[PAR]] 2. Approach with Vertical Guidance ([[APV]]) 1. GPS [[LPV]] 2. LNAV/VNAV 3. Flown similar to a precision approach^[There's a more technical and definitional reason it isn’t one (AIM 5-4-5a7), but it's also worth considering equipment available to transition from IMC to VMC, namely things like the ALS. Good third-party video on this topic from [[The Finer Points]] is viewable [here](https://www.youtube.com/watch?v=w1a-9KOdxQY).] 4. Fly to a [[DA]] 4. Non-Precision 1. Lateral Guidance Only 2. Fly to a Minimum Descent Altitude ([[MDA]]) 3. Still non-precision even if advisory glidepath (e.g. LNAV+V) 2. Use of BOTH written and mental checklists 1. Use mental checklists and flow patterns 2. Double check and back-up with written checklists 3. IFR checklists 1. Before taking runway: [[Lights, Camera, Action, Time]] 2. Approach briefing at 50nm, 30nm, 10nm: [[AIRBAG]] or [[WRIMTMS]]^[This is also a reasonable time to set the destination altimeter. Good writeup [here](https://www.thinkaviation.net/when-should-you-set-the-altimeter/).] 3. At each IFR waypoint or turn: [[5 Ts]] 4. When cleared for the approach: Activate APR mode on AP 5. Before final intercept: Morse (ID nav receivers), Source ([[CDI]] source^[[[1000 Dollar Button]]]), Course (confirm CDI course), Force (throttle/flaps) 6. Before [[FAF]]: Baro Mins Set/Confirmed, Baro Altimeter Confirmed, Alt Bug Set, Power / Config Set, [[GUMPS]], Runway Lights 7 Clicks 7. Before landing: [[GUMPS]] 8. Missed Approach: [[5 C's (Going Missed)]], then set up avionics for missed 4. When to look up 1. Different instructors have different preferences, best to ask 2. When in doubt, look up when reaching the [[MDA]]/[[DA]] 5. Airport lighting and environment 1. What are you expecting to see based on the plate? E.g. [[REIL]], [[ALS]], [[PAPI]] 2. Inop components impact available in [[TPP]]s 3. Pilot controlled lights 4. May need to ask towered airports to turn lights up (or down) 6. Nav equipment considerations 1. Use of GPS maps and guidance for initial approach ([[AC 90-108]]) 2. Methods for switching [[CDI]] from GPS to VOR/LOC 3. CDI sensitivity changes during approach 4. Missed approach guidance – how to resume GPS guidance for missed approach 7. [[When Are You Established]]? Half-scale CDI deflection 8. [Sample Approach Profile](https://www.aopa.org/-/media/Files/AOPA/Home/Training-and-Safety/Air-Safety/ASI-BeyondPro-IFR_StableApproach_SampleProfile.pdf) from [[AOPA]] 9. "[[How Low, Til When, Then What?]]" 10. Descent Profiles: 1. “Dive & Drive” vs [[CDFA]] (Continuous Descent Final Appr [[AC 120-108]]) 1. Great [[AOPA]] article [here](https://www.aopa.org/news-and-media/all-news/2020/march/pilot/on-instruments-diving-and-driving) 2. [[VDP]] 1. When published, do not descend below MDA until past 2. Good to calculate if not published 1. Take the AGL value of the MDA and divide it by 300 for ~3° GS 3. Many decide to go missed at this point 3. Identifying [[MAP]] 1. Timing from [[FAF]] to [[MAP]] 2. GPS/DME 4. Use of flaps when near minimums^[Adding flaps when breaking out at 200' may be more destabilizing than they are worth. Consider only adding flaps if, for example, you've broken out />1000' AGL.] 5. Using the vertical guidance beyond precision FAF, while convenient, may not keep you above the required step-down altitudes. More information here: [[Watch Your Step(Down)]]. 10. What is required to descend below [[DA]] or [[MDA]]? ([[FAR 91.175 IFR Takeoff and Landing|FAR 91.175]]) ![[Operation Below DA or MDA]] 11. When is a missed approach required? ([[FAR 91.175 IFR Takeoff and Landing]]) 1. At [[DA]] or [[MAP]], if references above are not visible 2. If below MDA/DA, visibility < min OR lost view of airport references 3. During circling maneuver at or above MDA, airport not visible 12. Missed approach 1. When to execute missed approach? 2. Procedure: Cram, Climb, Cool, Configure, Call ([[5 C's (Going Missed)]]) 3. How to handle MA before MAP 1. "Fly over" MAP first (must stay on the lateral course) 2. You can begin to climb anytime, assuming no contrary notes in the [[IAP]] 4. How to handle "go-around" after [[MAP]]^[Example in [this video](https://www.youtube.com/watch?v=vtlS0sxFlHk) of losing visibility on final] 1. May choose to cancel IFR if conditions permit 2. In ATC environment - immediately contact ATC to obtain amended clearance 3. If unable to contact ATC, attempt to re-intercept published segment of missed approach 13. Circle to land approaches (AIM 5-4-20) 1. Approach chart named with letter instead of runway number OR a circling approach might be preferred if the straight in runway is not usable because of wind or other reasons 2. Review circling minimums and notes on approach chart 3. More details on flying a circling approach in [[IRA2.6 VOR + DME + Circling Approaches]] 14. Visual and Contact approaches: 1. Visual approach (AIM 5-4-23) – must have airport or preceding aircraft in sight, ceiling > 1000’ AGL, vis >3 SM 1. When going missed on a visual approach > [!quote]- From [[AIM 5]]-4-23(f)... > A visual approach is not an [[IAP]] and therefore has no missed approach segment. If a go-around is necessary for any reason, aircraft operating at controlled airports will be issued an appropriate clearance or instruction by the tower to enter the traffic pattern for landing or proceed as otherwise instructed. In either case, the pilot is responsible to maintain terrain and obstruction avoidance until reaching an ATC assigned altitude if issued, and ATC will provide approved separation or visual separation from other IFR aircraft. At uncontrolled airports, aircraft are expected to remain clear of clouds and complete a landing as soon as possible. If a landing cannot be accomplished, the aircraft is expected to remain clear of clouds and contact ATC as soon as possible for further clearance. Separation from other IFR aircraft will be maintained under these circumstances. 2. Contact approach ([[AIM 5]]-4-25) – pilot must request, vis >1 SM, clear of clouds^[See [The Contact Approach](https://www.flyingmag.com/the-contact-approach/) for more info] 15. Common errors 1. Getting “behind” the airplane, not ready for missed approach, failing to accomplish checklist items 2. Overcontrolling during final phase of approach, with high [[CDI]] sensitivity 3. Using wrong navigation source during approach 4. Unstable approach, failure to configure for approach and landing 5. Descent below DA (slight dip is allowed) #### Sim Activity 1. Fly [KSCK ILS or LOC 29R](https://cfijack.com/latest-plate-redirect/?plate=00407IL29R.PDF) by hand through the missed 2. Fly [KSCK RNAV 11L](https://cfijack.com/latest-plate-redirect/?plate=00407R11L.PDF) using AP ### Required Homework - [ ] Memorize flows above and add to kneeboard ### Completion Standards Learner understands the information contained in an approach plate and can brief an approach. Learner can describe how various elements of an approach plate will translate to procedures and checklists in flight. *Return to [[~ IRA Lesson Plan Outline|Table of Contents]]^*